JP2001097178A - Gas generator - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a gas generator highly reliably improved in its control for inflating and developing an air bag. SOLUTION: This gas generator D separately and independently combusts gas generating agents 7 in respective combustion chambers 3, 4 by respective igniters 8, 9. The respective igniters 8, 9 are mounted in a housing respectively by connection constitution (pattern E) with different connecters 33, 34.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a gas generator in which a gas generating agent in a housing is combusted by a plurality of igniters to control the inflation and deployment of an airbag.

[0002]

2. Description of the Related Art A gas generator for rapidly inflating and deploying an airbag in order to protect an occupant from an impact caused by a collision of an automobile is incorporated in an airbag module mounted in a steering wheel or an instrument panel. I have. The gas generator ignites an igniter (squib) by energization from a control unit (actuator), and burns a gas generating agent by the flame to rapidly generate a large amount of gas.

[0003] In the conventional gas generator, regardless of the seating posture of the occupant (regular seating, irregular seating such as forward bending),
The airbag always has a configuration for rapidly inflating and deploying the airbag. Therefore, it is difficult to deploy the airbag according to the sitting posture of the occupant of the vehicle, and there is a problem that the original function of the airbag for protecting the occupant cannot be exhibited.

Therefore, in recent years, gas generators that deploy the airbag in accordance with the seating posture of the occupant, such as gradual initial expansion of the airbag, have been proposed and developed.

[0005] As a technique for slowing the initial inflation of an airbag, a gas generator (soft inflator) for inflating and deploying a passenger airbag is known.

In this gas generator, a long cylindrical housing is defined in two combustion chambers, and a gas generating agent is loaded in each of the combustion chambers. (Squib) to burn each independently.

Then, each igniter (squib) is activated (energized and fired) with a time lag to sequentially burn the gas generating agent in each combustion chamber. Thus, in the initial stage of inflation of the airbag, the airbag is gently inflated and deployed by a small amount of gas generated in one combustion chamber, and then the airbag is rapidly expanded and deployed by a large amount of gas generated in each combustion chamber.

In this way, by appropriately selecting the operation of each igniter (energization and ignition), it is possible to control the inflation and deployment of the airbag according to the sitting posture of the occupant.

[0009]

However, in a conventional gas generator (soft inflator), each igniter (squib) is activated (energized and fired) by energization from a control unit (actuator). There is a possibility that the connection between each of the igniters and the control unit may be mistaken.

When a connection error occurs in this manner, the operation of each igniter is reversed, and the combustion order of each combustion chamber is also reversed. Therefore, the airbag cannot be expanded and deployed properly, and its reliability is low. Become.

An object of the present invention is to provide a gas generator capable of controlling the inflation and deployment of an airbag and improving its reliability.

[0012]

A gas generator according to the present invention for solving the above-mentioned problem is to burn a gas generating agent in a housing by a plurality of igniters, and each igniter generates heat by energization. It is an electric type in which an ignition charge is ignited by a resistance heating element, and the resistance value of the resistance heating element is different. In this way, each igniter can be identified by applying a weak current to each igniter and measuring a resistance value, a voltage, and the like, so that an erroneous connection between each igniter and the control unit (actuator) can be determined. The ignition circuit can be properly connected. Further, by appropriately selecting the operation (energization and ignition) of each igniter, the amount of gas can be adjusted and the inflation and deployment of the airbag can be controlled.

Further, the gas generator of the present invention burns the gas generating agents in a plurality of combustion chambers independently by a plurality of igniters, and each igniter is attached by a resistance heating element which generates heat when energized. It is an electric type that ignites an explosive and has different resistance values of resistance heating elements. by this,
By passing a weak current through each igniter and measuring the resistance value and voltage, each igniter can be identified, so misconnection between each igniter and the control unit (actuator) can be determined, and the ignition circuit can be properly adjusted. Can be connected to Therefore, each igniter can be operated properly without reversing the order of combustion in each combustion chamber, and control of airbag inflation deployment can be made highly reliable.

In the present invention, the difference between the resistance values of the resistance heating elements can be achieved by selecting the shape or material of the resistance heating elements. Further, the resistance value difference of the resistance heating element between each igniter is 0.3 [Ω] or more, preferably 0.6 to 2.0.
By setting [Ω], each igniter can be identified.

A gas generator according to an embodiment of the present invention will be described. In the gas generator according to the present invention, the gas generating agent in the housing is burned by a plurality of igniters mounted in the housing, so that the deployment form of the airbag can be controlled. Further, the gas generator of the present invention is an electric type in which each igniter is ignited by energizing a resistance heating element,
By making the resistances of the resistance heating elements different, the connection between each igniter and the actuator is ensured, and the control of the airbag inflation and deployment is made highly reliable.

[0016]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A gas generator according to the present invention will be described below with reference to FIGS. As examples of uses of the gas generator of the present invention, those for inflating and deploying an airbag for a driver's seat (see FIG. 1) and those for inflating and deploying an airbag for a passenger seat or a side collision (see FIG. 5) Will be described.

A gas generator D shown in FIG. 1 is for inflating and deploying an airbag for a driver's seat. The gas generator D has a short cylindrical housing 1, an inner cylindrical member 2 mounted in the housing 1, and an inner cylindrical member 2. Partition member 5 defining the inside of the chamber as upper and lower two combustion chambers 3 and 4
A filter 6 and a gas generating agent 7 mounted in each of the combustion chambers 3 and 4; and igniters 8 and 9 for burning the gas generating agent 7 in each of the combustion chambers 3 and 4 independently. ing.

The housing 1 comprises an upper container 10 and a lower container 11
And have a double cylindrical structure. This housing 1 is
The upper and lower ends of the outer tube 12 and the inner tube 13 are closed by two lid plates 14 and 15 by joining the containers 10 and 11 by butt welding (for example, friction welding). Thus, the inside of the housing 1 has the outer cylinder 12 and the inner cylinder 1
3 and a space S1 inside the inner cylinder 13 (annular space).

The outer cylinder 12 of the housing 1 has a closed space S
Gas discharge holes 1 that communicate the air with the outside (in the airbag)
2a are formed, and each of these gas discharge holes 12a is
Are opened at the upper end side (the upper lid plate 14 side) of the housing 1 at predetermined intervals in the circumferential direction of the housing 1. Each gas discharge hole 1
2a is a burst plate 16 adhered to the inner periphery of the outer cylinder 12.
It is closed at. The burst plate 16 is formed of, for example, a metal foil such as aluminum, and plays a role in preventing the housing 1 from moisture and adjusting the internal pressure.

The inner cylinder 13 has a plurality of squib holes 13a communicating with the respective spaces S, S1.
3a is opened at the upper end side of the inner cylinder 13 (on the side of the upper lid plate 14), and is arranged at predetermined intervals in the circumferential direction of the housing 1.

A short inner cylinder 18 projecting into the closed space S is formed integrally with the lower cover plate 15 of the housing 1. The short inner cylinder 18 is eccentric from the axis of the housing 1 (the inner cylinder 13) toward the outer cylinder 12, and is located between the outer cylinder 12 and the inner cylinder 13. A flange tube 21 is formed on the outer peripheral edge of the lower cover plate 15 and extends toward the upper cover plate 14 along the radially outer side of the outer cylinder 12. An airbag module (airbag, bag cover) is formed on the flange 22 of the flange tube 21. , Etc.) (not shown).

The inner cylindrical member 2 is mounted in the closed space S in the housing 1. The inner cylindrical member 2 is manufactured by, for example, forming a perforated metal plate (punched metal), expanded metal, or the like into a cylindrical shape. The inner tube member 2 is mounted between the outer tube 12 and the short inner tube 18 and extends from the lower cover plate 15 to the vicinity of the upper cover plate 14. The upper end of the inner cylinder 2 is closed by a cover ring 23 fitted on the outer periphery of the inner cylinder 13. Thus, the inner cylinder 2 defines the closed space S into a gas passage space S2 (annular space) on the outer cylinder 12 side and a combustion space S3 (annular space) on the inner cylinder 13 side. In addition, the inner cylinder material 2
Has a plurality of gas passage holes 2a communicating the spaces S2 and S3 with a punching metal or the like.

The combustion space S3 in the inner cylindrical member 2 is
The upper and lower combustion chambers 3 and 4 are defined by the above. The partition member 5 is substantially parallel to each of the lid plates 14 and 15, and
The combustion space S3 is press-fitted into the combustion chambers 3 and 4 at a predetermined volume ratio. In addition, the partition member 5 is an inner cylinder 13
It is fitted on the outer periphery and positioned above the short inner cylinder 18.

Each of the combustion chambers 3 and 4 is provided with a filter 6 and a gas generating agent 7. Each filter 6 is manufactured at low cost by, for example, forming an aggregate of a knitted wire mesh or a crimp-woven metal wire into a cylindrical shape. Each filter 6 is mounted between the inner cylinder member 2 and the short inner cylinder 18, and is separated from the partition member 5 in the combustion chamber 3 by the lid plate ring 2.
3 and also extends from the lower cover plate 15 to the partition member 5 in the combustion chamber 4. A gas generating agent 7 that generates a high-temperature gas by combustion is loaded in the filter 6 of each of the combustion chambers 3 and 4, and the loaded amount is adjusted to an amount that can control the inflation and deployment of the airbag. .

The igniters 8 and 9 are mounted on the inner cylinder 13 and the shorter inner cylinder 18 of the housing 1, respectively.

As shown in FIG. 2, each of the igniters 8 and 9 uses a pin-type squib that ignites the igniter 26 by energizing the electric bridge wire 24 (resistance heating element).

Each of the igniters 8 and 9 includes a cup-shaped tube 25, an igniting agent 26 housed in the tube 25, lead pins 27 and 28 for energizing the electric bridge 24, and a shaft-shaped tube 25. And the plug 29 is inserted into the tube 25 to seal the electric bridge wire 24 and the igniting agent 26 in a contact pressure state.
The electric bridge line 24 is connected to each of the lead pins 27 and 28 in the tube 25, and is bridged between the respective lead pins 27 and 28. Further, each of the lead pins 27 and 28 protrudes from the inside of the tube 25 to the side opposite to the tube 25 through the embolus 29.
The tube 25 is provided with a fire hole 25 a communicating with the inside and outside of the tube 25. The ignition hole 25a may be formed as a score that is broken by the ignition of the ignition agent 26.

The igniters 8 and 9 are mounted in the inner cylinders 13 and 18 from the protruding sides of the lead pins 27 and 28, respectively, to move the tube 25 into the inner cylinder 13 or the combustion chamber 4. It is protruding. Further, each lead pin 27, 28 is connected to each inner cylinder 13,
18 protrudes from the inside to the lower cover plate 15 side, and is connectable to the vehicle-side connector 30. In addition, the igniter 8 is
Confronts the transfer agent 17 inside.

Subsequently, each of the igniters 8 and 9 is bent by radially inwardly bending a caulking projection 31 protruding into the inner cylinder 13 and a caulking projection 32 protruding into the combustion chamber 4.
It is caulked to 3 and 18.

Each of the igniters 8 and 9 can be identified (diagnosed) by making the resistance value R [Ω] of the electric wire 24 (resistance heating element) different.

The resistance value R [Ω] of the bridge wire 24 is as follows: R = ρ × (1 / S) [Ω] (1) (where ρ : Resistivity determined by the material of the bridge wire 24, l: length of the bridge wire 24, S: cross-sectional area of the bridge wire 24).

Accordingly, there are three cases in which the resistance value [Ω] of the bridge wire 24 is made different between the igniters 8 and 9 according to the above equation (1). As shown in FIG. 3 (a), the material (resistivity) and cross-sectional area (thickness) S of each bridge wire 24 are made the same, and the length l of each bridge wire 24 is made different. As shown in FIG. 3B, the material (resistivity) and length 1 of each bridge wire 24 are made the same, and the cross-sectional area (thickness) S of each bridge wire 24 is made different. As shown in FIG. 3C, the length (l) and the cross-sectional area (thickness) S of each bridge wire 24 are made the same, and the material (resistivity) of each bridge wire 24 is made different. Also, by appropriately combining the above, the resistance values R [Ω] of the electric bridge wires 24 can be made different.

Further, in each of the igniters 8 and 9 used in the gas generator D, the tolerance of the resistance value R [Ω] is ± 0.3Ω. Resistance value difference between 0.3 [Ω] or more, preferably 0.6
[Ω] or more allows accurate identification of each of the igniters 8 and 9.

If the difference in resistance between the igniters 8 and 9 is too large, the heat capacity of the bridge 24 increases, and the sensitivity of the igniter 25 to ignite between the igniters 8 and 9 decreases. Therefore, it is necessary to increase the capacity of the power supply of the ignition circuit. Therefore, the resistance value difference between the igniters 8 and 9 is 0.6
Optimally, the range is [Ω] to 2.0 [Ω].

Then, each of the igniters 8 and 9 causes the electric wire 24 to generate heat by energizing the respective lead pins 27 and 28, and ignites the igniter 26 by the generated heat. The flame of the igniting agent 26 is ejected into the inner cylinder 13 and the combustion chamber 4 through the ignition hole 25a of the tube 25 (see FIG. 2).

The igniters 8 and 9 may use a pigtail type squib in addition to the pin type squib.
The pigtail type squib has lead wires instead of the lead pins 27 and 28 shown in FIG. 2, and each lead wire is drawn out of the housing, and a gas generator side connector is attached to the tip thereof. By connecting the gas generator side connector to the vehicle side connector, it is connected to the control unit 40 (actuator) (see FIG. 4).

The gas generator D constructed as described above is incorporated in an airbag module mounted in a steering wheel, and is connected to a control unit 40 shown in FIG. Each of the igniters 8 and 9 of the gas generator D is connected to a vehicle-side connector 30 as shown in FIG. 2, for example, and is connected to a control unit by a cable (lead wire) of the connector 30.

The control unit 40 includes a collision sensor (acceleration sensor) 46 for detecting a collision of an automobile,
Step-up circuit 41 for energizing each igniter 8, 9 (electric bridge line 24)
An actuator constituted by a backup capacitor 47, and a squib (igniter) drive circuit 42a, 42b;
A diagnostic circuit for diagnosing incorrect connection of the igniters 8 and 9 and disconnection and short circuit of the actuators; and the microcomputer 45 controls the entire unit.

The control unit 40
Is connected to each of the igniters 8 and 9 of the gas generator D, and when the switch 49 is turned on, a weak current (however,
A current that does not cause the ignition of the ignition charge 26) is passed through each of the igniters 8 and 9 and each of the circuits constituted by the squib (igniter) drive circuits 42a and 42b, and the circuit resistance [Ω] of each circuit and the circuit By measuring the voltage [V] or the like, the presence / absence of disconnection is diagnosed. At this time, since the resistance values of the igniters 8 and 9 are different, the circuit resistance value [Ω] of the actuator and the igniter 8 and the circuit resistance value [Ω] of the actuator and the igniter 9 are also different. It will be. Therefore, if an erroneous connection between each of the igniters 8, 9 and the actuator occurs, the resistance value, the voltage, and the like will be higher and lower than at a normal time, whereby the diagnosis circuit 43 can diagnose the erroneous connection.

The diagnosing circuit 43 determines whether each of the igniters 8 and 9
When a connection error occurs, the microcomputer 45
And turns on an alarm lamp (display) 44 to inform an operator or the like. The operator appropriately connects the respective igniters 8, 9 to the respective squib drive circuits 42a, 42b by replacing the respective connectors 30.

It should be noted that a weak current is applied to each of the igniters 8 and 9 in advance to discriminate (diagnose) differences in resistance [Ω], voltage [V], and the like. And the actuator may be connected to each other.

The gas generator D connected to the control unit 40 operates only the igniter 8 by the squib drive circuit 42a (energized ignition) by detecting the collision of the vehicle by the collision sensor, and the transfer agent Ignite 17. The flame of the transfer agent 17 flows from each of the igniter holes 13a into the combustion chamber 3.
The gas is spouted into the (upper combustion chamber) to burn the gas generating agent 7, thereby generating a high-temperature gas.

The high-temperature gas generated in the combustion chamber 3 flows into the filter 6, where the slag is collected and cooled, and flows into the gas passage space S2 from each gas passage hole 2a. When the combustion in the combustion chamber 3 proceeds and the inside of the housing 1 reaches a predetermined pressure, the burst plate 16 ruptures,
Clean gas made uniform in the gas passage space S2 is discharged into the airbag from each gas discharge hole 12a (see FIGS. 1 and 5).

Thus, the airbag starts to expand and deploy gently with a small amount of gas generated only in the combustion chamber 3.

Subsequently, after the combustion in the combustion chamber 3 is started, when the igniter 9 is activated (energized and fired) with a small time difference by the squib drive circuit 42b controlled by the microcomputer 45, the flame is generated in the combustion chamber 4 (lower combustion). The high-temperature gas is generated by being ejected into the chamber and burning the gas generating agent 7.

The high-temperature gas generated in the combustion chamber 4 flows into the filter 6, where it flows out into the gas passage space S2 through slag collection and cooling. The gas that has flowed out into the gas passage space S2 is released from each gas discharge hole 12a into the airbag, so that the airbag is rapidly expanded and deployed by a large amount of clean gas discharged from each combustion chamber 3, 4. (See FIG. 1).

As a result, the airbag starts gently inflating and deploying by a small amount of gas generated only in the combustion chamber 3 in the initial stage of deployment, and after a short time, by a large amount of gas generated in each of the combustion chambers 3 and 4. It will expand and deploy rapidly.

The operation of each of the igniters 8 and 9 does not always need to be performed with a small time difference, but is appropriately selected depending on the type of collision of the automobile.

For example, in a high-risk collision such as a frontal collision or a forward collision at a high speed, the igniters 8 and 9 are simultaneously operated (energized and fired) to generate airbags in the combustion chambers 3 and 4. Rapidly expand and deploy with a large amount of gas. In the case of a collision having a moderate degree of danger, the igniters 8 and 9 are actuated with a slight time difference (energized ignition), and the airbag is gradually expanded and deployed with a small amount of gas in the initial stage of deployment. Inflate and expand rapidly with gas. Further, in the case of a collision with a low degree of danger, for example, only the igniter 8 is operated (energized and fired), and the airbag is gradually expanded and deployed with a small amount of gas over a relatively long time.

As described above, according to the gas generator D, the amount of generated gas can be adjusted by selecting the operation (energization and ignition) of each of the igniters 8 and 9, and the inflation and deployment of the airbag can be controlled. .

Further, between the igniters 8 and 9, the electric bridge 2
By making the resistance values [Ω] of 4 (resistance heating elements) different, it is possible to identify a connection error between each of the igniters 8 and 9 and the actuator.

Each igniter 8 and 9 is connected to each squib drive circuit 4.
Since a weak current is passed by the diagnostic circuit 43 only by connecting to the terminals 2a and 42b, the diagnosis of the connection error can be automatically performed.

In particular, the gas generator D for the driver's seat ebag
It is necessary to mount the igniters 8 and 9 on the lower cover plate 15 which is on the same surface, and it is easy to make a connection error with the actuator due to the incorrect attachment of the vehicle-side connector 30. By making the value [Ω] different, the connection can be made reliably.

Therefore, without inverting the operation of each of the igniters 8 and 9 (energization and ignition), it is possible to control the inflation and deployment of the airbag by adjusting the amount of gas and to increase the reliability thereof. .

As a result, the airbag can be deployed according to the sitting posture of the occupant, and the original function of the airbag can be exhibited.

Next, a gas generator P shown in FIG. 5 is for inflating and deploying a passenger-seat or side collision airbag.
A long cylindrical housing 51, an inner cylindrical member 2 mounted in the housing 51, and two left and right combustion chambers 5 inside the inner cylindrical member 2.
A partition member 55 defining the combustion chambers 53, 5;
4, a filter 6 and a gas generating agent 7 respectively mounted in the
It has igniters 8 and 9 for burning the gas generating agent 7 in each of the combustion chambers 53 and 54 independently. 5, the same reference numerals as those in FIG. 1 denote the same members, and a detailed description thereof will be omitted.

The housing 51 includes an outer cylinder 52 and the outer cylinder 5.
The two lid members 56 fitted on both ends of the two have a single cylindrical structure. In the housing 51, each lid member 56 is swaged by bending a swage projection 52 b protruding from both ends of the outer cylinder 52 inward to define a closed space S inside.

The outer cylinder 52 of the housing 51 is formed with a plurality of gas discharge holes 52a communicating the closed space S and the outside (in the airbag). Are arranged at predetermined intervals. Each gas discharge hole 52a is closed by a burst plate 16 (metal foil such as aluminum) adhered to the inner periphery of the outer cylinder 52.

Further, in the closed space S in the housing 51,
The inner cylindrical member 2 is mounted. The inner cylindrical member 2 is provided with each lid member 56.
The closed space S is defined between the gas passage hole S2 (annular space) on the outer cylinder 52 side and the inner combustion space S3. The combustion space S3 in the inner cylindrical member 2 is defined by a partition member 55 into two left and right combustion spaces 53 and 54. The partition member 55 is press-fitted into the inner cylindrical member 2 substantially in parallel with each lid member 56, and defines a combustion space S3 in each of the combustion chambers 53 and 54 at a predetermined volume ratio.

Each of the combustion chambers 53 and 54 is provided with a filter 6 and a gas generating agent 7. Each filter 6 is charged into the inner cylindrical member 2, and each combustion chamber 53, 54
Inside, it extends from the lid member 56 to the partition member 55. A gas generating agent 7 that generates a high-temperature gas by combustion is loaded in the filter 6 of each of the combustion chambers 53 and 54, and the loaded amount is adjusted to an amount that can control the inflation and deployment of the airbag. .

Each of the igniters 8 and 9 is mounted on each of the lid members 56 of the housing 1. Each of the igniters 8 and 9 is a squib similar to the gas generator D in FIG.
4 (resistive heating element) having different resistance values R [Ω] (see FIGS. 2 and 3). And each igniter 8, 9
Is inserted into the mounting hole 57 of each lid member 56 from the tube body 25 side, and is opposed to the transfer agent 58 in each filter 6. Each of the igniters 8 and 9 is provided with a caulking protrusion 5 of each lid member 56.
6a is crimped and fixed to each lid member 56 by bending inward.

The gas generator P constructed as described above is incorporated in an airbag module mounted in an instrument panel, and is provided with a control unit 40 shown in FIG.
Connected to.

Then, in the same manner as in the gas generator D of FIG. 1, by passing a weak current by the diagnostic device, the circuit resistance value of each circuit composed of each of the igniters 8 and 9 and the actuator is determined. Ω] can automatically diagnose a connection error.

As a result, the airbag can be deployed according to the sitting posture of the occupant, and the original function of the airbag can be exhibited.

The gas generators D and P according to the present invention use the two igniters 8 and 9 to burn the gas generating agent 7 in the two combustion chambers 3, 4, 53 and 54, respectively. As described above, a structure in which the interior of the housings 1 and 51 are defined as three or more combustion chambers and the gas generating agent in each combustion chamber is burned by a plurality of igniters, respectively, can also be adopted.

Although the gas generators D and P have a structure defined by a plurality of combustion chambers 3, 4, 53 and 54, the partition members 5 and 55 do not define a closed space S. It is also possible to adopt a structure in which the inside of the housings 1 and 51 is formed as one combustion chamber, and the gas generating agent in the combustion chamber is burned by a plurality of igniters.

[0067]

According to the gas generator of the present invention, each igniter is identified by applying a weak current to each igniter and measuring the resistance value, voltage, etc. of the resistance heating element. Prevents connection errors and allows proper connection. Therefore, without reversing the operation (energization and ignition) of each igniter, the amount of gas is adjusted, and the inflation and deployment of the airbag can be controlled, and the reliability thereof can be improved. Further, the resistance value of the resistance heating element can be easily made different depending on the shape or material of the resistance heating element. Further, the resistance difference between the resistance heating elements between each igniter is 0.3 [Ω] or more, preferably 0.6 [Ω].
By setting it to 2.0 [Ω], it is possible to identify each igniter. Further, by identifying each igniter, the squib drive circuit connected to each igniter can be controlled, and the operation order of each igniter can be controlled.

[Brief description of the drawings]

FIG. 1 is a sectional view showing a gas generator for inflating and deploying a driver seat airbag.

FIG. 2 is an enlarged view of a main part showing a structure of each igniter of FIG.

FIG. 3 is a cross-sectional view taken along line AA of FIG. 2, and is an enlarged view of a main part showing a configuration of a bridge line of each igniter.

FIG. 4 is a circuit diagram showing a main part of a control unit of an airbag control device using the gas generator according to the present invention.

FIG. 5 is a cross-sectional view showing a gas generator for inflating and deploying a front passenger seat or side collision ebag.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Housing 3, 4 Combustion chamber 7 Gas generating agent 8, 9 Ignition device (squib) 24 Electric bridge wire (resistance heating element) 25 Tube 26 Ignition charge 27, 28 Lead pin 29 Embolus

Claims (4)

[Claims] 1. A cylindrical housing (1, 51), a gas generating agent (7) loaded in the housing (1, 51) and generating gas by combustion, and the housing (1, 51). A plurality of igniters (8, 9) mounted to burn the gas generating agent (7), wherein each of the igniters (8, 9) generates resistance heat by energization. The body (24) generates heat, and the exothermic charge (2
6) The electric heating type is used to ignite the resistance heating element (24).
A gas generator characterized in that the resistance values of the gas generators are different. 2. A cylindrical housing (1, 51) and a plurality of combustion chambers (3, 4, 5) in the housing (1, 51).
53, 54), a gas generating agent (7) which is loaded in each of the combustion chambers (3, 4, 53, 54) and generates gas by combustion, and Each of the combustion chambers (3, 4, 4) is mounted on a housing (1, 51).
And a plurality of igniters (8, 9) for independently burning the gas generating agents (53, 54), respectively, wherein each of the igniters (8, 9) is The resistance heating element (24) is heated by energization, and the ignition charge (26) is generated by the heat generation.
A gas generator characterized in that the resistance value of the resistance heating element (24) is different from that of the electric heating element. 3. The gas according to claim 1, wherein a difference in resistance between the igniters (8, 9) and the resistance heating element (24) is 0.3 Ω or more. Generator. 4. The gas generator according to claim 3, wherein the difference between the resistance values is in a range of 0.6Ω to 2.0Ω.